Railroad-switch



(No Model.) Z-Shets-Sheet 1.

W. P. DODSON.

RAILROAD SWITCH.

Patented" May 2, 1882.

Wrwppes:

N. PETERS. FhotmLfihngmphar, Washington. D. C.

(No Model.) 2 Sheets-Sheet 2.

W. P. DODSON.

RAILROAD SWITGH.

No.257,299.. Patented Mayf2,1882.

UNITED STATES PATENT QFFICE.

WVILSON I DODSON, OF PHILADELPHIA, ASSIGNOR OF ONE-HALF TO ALEX- ANDERH. EGE, OF MEOHANIGSBURG, PENNSYLVANIA.

RAILROAD-SWITCH.

SPECIFICATION forming part of Letters Patent No. 257,299, dated May 2,1882.

Application filed February 23, 1881. (No model.)

To all whom it may concern Be it known that I, WiLsoN P. DonsoN, ofPhiladelphia, in the county of Philadelphia and State ofPennsylvania,have invented certain new and useful Improvements inRailroad-Switches and I do hereby declare that the following is a full,clear, and exact description of the invention, which will enable othersskilled in the art to which it appertains to make and use the same,reference being bad to the accompanying drawings, and to the letters ofreference marked thereon, which form a part of this specification.

It consists in providing, in connection with a main track of a railroadhaving a depression on one or both rails, certain movable rails of asiding provided with suitable swivel-ties and guard-rails and a springadapted to yield when required when the switch is locked to either side,by which a perfect safety-switch is produced to trains coming up or downon the main track and in and out from the siding, all of which will befully set forth hereinafter.

In my drawings, Figure 1 is a" plan showing a portion of the main trackand the siding in normal position to allow a free and unobstructedpassage on the main trackfrom either direction. Fig. 2 is a sideelevation of the main track. Fig. 3 is a transverse section of the sameon linear w of Fig. 1. Fig. 4isaplan of track, showingbut one rail ofthe main track depressed. Fig. 5 is a plan to an enlarged scale, showingthe spring device.

Similar reference-letters indicate like parts in all of the figures.

Referring to the drawings, A A are rails of the main track, which arepermanently fixed to sleepers in the usual manner.

B B are the rails forming the switch.

0 C are guard rails located at suitable points, as shown, andpermanently fixed to the road-bed to serve as guides to prevent unduelateral movement of the cars as they are being shunted onto the sidingfrom the main track and onto the latter from the former.

D D D are connecting-bars provided to unite the switch-rails and keepthem relatively together.

E is a spring of spiral or other form placed over the switch-rod,' towhich the operatinglever is attached, which is limited in its expansionby flanged collars f, which in turn are limited by a yoke permanentlyfixed to the connecting-bar D. The said connecting-bar being fixed tothe parts of the siding B B, said parts are carried with it to one sideor the other by opposite movements of the switch-lever. Nuts 9 areadjusted on the rod 0 to admit of play to the yoke on the said rod whenby force from the wheels of an approaching train a lateral movementisgiven to switch-rails B B. The function of the spring E is to restorethe rail B or B to a locked position after yielding by the force of thewheels of apassing train.

The rail B of the siding, being pointed at the end I), as shown, isadapted to fit snugly against the rail A when the switch is. shifted toshunt a train from the main track onto the siding. The rail B is ofordinary form, but the section B is deflected from said point 9 to forman elbow at said point, which is practically opposite to the point I) ofthe rail 13.

This rail 13 is pivoted at g for a purpose hereinafter to be mentioned.The guard-rail G is made of a greater or less length, as may in practicehe found necessary for the performance of the well-known function ofsuch appliances.

In Fig. l the rails A A of the main track are depressed between thepoints a a to a depth equal to or a little in excess of the depth of theflanges of the Wheels of the cars, for a purpose hereinafter set forth.In Fig. 4, however, but one of the permanent rails A of the main trackis shown depressed, and in :allprobability this variation only would berequired in practice to give a satisfactory result.

The operation of my switch I will explain as follows: We will supposethe train to be approaching in the direction of the arrow 2, which maybe called up. The switch being in its normal position-4. e., closed forthe sidingthere will be nothing to prevent the movement of the trainupon the main track in either direction. I now open the switch by meansof the lever and cause the point b to fit snugly to the rail A, while atthe same time the opposite rail, B, fits snugly to the rail A, also ofthe main track, being drawn over by the connecting-bars D D D 'Theswitch being now open for the .siding, we will suppose a trainapproaching which we desire to shunt from the main track. When theforward wheels of the engine or car reach the point I) the tread of saidwheels will be immediately over the lowest points of the depression atIt a, while the flange of said wheels will at the same time impingeagainst the inner side of the pointed rail B at or near said point I),by means of which said wheels will be deflected upon the tread of saidrail B. The tread of the wheels upon the opposite side having meanwhilepassed upon the horizontal surface of the elbow-section B at thecommencement of the depression of the rail A of the main track arethereby supported, and upon arriving at the elbow g are deflected alsoupon the siding-rail in consequence of the flanges of said wheels havingreached the point of greatest depression, so that the latter are therebyenabled to pass obliquely over the tread of said depressed rail A toengage with the tread of said siding-rail. 7

It is of course to be understood that the siding and its connectionshave a planein common with the common plane of the main-track rails, andthat the plane of depression of said main-track rail or rails isconsequently below that of the siding. If we now suppose the switch tohave been left open to the siding, either through neglect or otherwise,nevertheless a train running down the main track in the direction of thearrow z will not be prevented from passing over the main track throughliability to derailment, for as soon as the flanges of the forwardwheels on the left reach the angle b they will enter said angle, wedgelike, and force said pointed rail laterally toward the right, and bymeans of the connecting-bars D D D 'the elbow-rail on the opposite sidewill be moved from its closelyfltting position to allow of the safepassage of the train, after which the expansive force of the spring Ereturns said pointed rail B and rail B to the locked position, leavingthe siding open as before the passage of the train. If we now closeswitch to the siding, with the pointed rail snug to the fixed guard-railG, the main track being open, a train coming out of the siding will notbeprevented from running freely onto the main track, for the reason thatas said train moves in the direction of the arrow 2 the flanges of theforward wheels on the left will wedge themselves between the guard-railO and the pointed rail B and force said pointed rail B against themain-track rail A, and thus open a way on the left, and at the same timedraw, by means of the ties, the elbow-rail within reach of the maintrack to give a safe passage onward. After said train from the sidinghas passed on, the force of the controlling-spring E will return thesaid pointed and elbow rails to again close the sid mg.

The permanent track rails A A, or either of them, are intended to be soinclined or depressed from someconvenient point or points,

reaching a vertical depth of deepest depression at the point I), or at apoint about opposite said point, at the same time, so that the wheels ofthe train in passing up and down the main track will descend into thedepression between the limits of the same and pass out of the same sogradually that the change of plane will scarcely be perceived by thepassengers on the train.

In placing the depressed rail or rails it will be necessary either tolower the road-bed or else groove or cutaway the ties to receive saidrails, the latter means, however, being preferred for economicalorotherreasons evident. As I have stated, the rails of the main trackmay be depressed by as gentle an inclination as may in practicebe-deemed best; but by increasing or diminishing the length of theinclined planeit will be necessary also to increase or diminish thelength of the elbowed rail B' of the siding to a corresponding extent,so that when the train is coming in the direction of the arrow z thetread of the wheels of the train will take onto said rail as soon as thebeginning of the said depression is reached.

llhe connecting-bars D D D are to be se cured in the usual manner to theswitch-rail, and they may be constructed with some compensatingarrangement, so as'to adjust themselves without distortion to thechanges neces sitated by the movementof the switch laterally. In theapplication of these bars to fit under the main-track rails it will benecessary to bend them, as shown at t, Fig. 3, in order to have themmove freely under the depressed portion of one or both main-track rails.

WVhile in the construction of the different ap pliances of my switch Iprefer to depress but the one rail of the main track, and that upon theside nextto the siding, upon the scoreof economy and simplicity, inconjunction with absolute safety, yet I do not by any means con flnemyself to this construction, for the reason that it may be found best inpractice to depress both rails of the main track for the convenience ofthe most rapidly-moving trains in order to secure a more perfectstability of equi librium of motion, thus preventing that swaying orlurching of the cars to one side, as is shown in the case of trains whenpassing rapidly around a sharp curve to the discomfort of travel ers, aswell as to the detriment of the running gear of the trucks and thetracks from the un equal strain consequent upon the movement of thetrain in a plane laterally inclined.

I am aware that compensating-springs have been used before in connectionwith automatic switches, and I am also aware that swivel connecting-barshave been used. I do not claim anything broadly for either of these.

I am also aware of a patent granted to one Wharton, in which was used anelevating switch-rail on one side of a siding in connec' tion with alevel main line, and to such I make no claim.

I am also aware that switches are in use provided with grooved railselevated above the main track to carry the wheels of a train above thesame. and certain weighted levers connected with the switch-rails toproduce an automatic safety arrangement, and to suchI make no claim. Ifurther disclaim anything broadly for the returning-spring or thecompensatingties secured to the movable switch-rails, as I am aware suchare old and in use.

In an application filed October 7, 1881 and now pending, (an improvementin railroadsWitches,)I have shown an arrangement which embodies thedepressed track in connection with a siding. I therefore make thisreference in order that I may not be debarred from any rights that maybe my due in any proceeding touching this second application.

WILSON P. DODSON.

Witnesses:

EDMUND G. HAMERSLY, GEORGE HoUsE.

